Electric block-signaling system.



PATENTED MAY so, 1905.

No. 79li429.

y W.l M. MURPHY. ELECTRIC BLOCK SICNALINC SYSTEM APPLICATION FILED AUG.31,'1904.

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APatented May eo, 1905.

PATENT OFFICE.

WILLIAM MICHEAL MURPHY, .OF NEW YORK, N. Y.

ELECTRIC BLOCK-SIGNALING SYSTEM.

srEcIFIcATIoN forming part of Letters Patent 10.791,429, dated May so,1905. Application filed August 31, 1904. Serial No. 222,833.

To a/ZZ whom, it may concern.'-

Be it known that I, WILLIAM MIGHEAL MUR- PHY, a citizen of the UnitedStates of America, residing in the. borough of Manhattan, city, county,and State of New York, have invented certain new and useful Improvementsin Electric Block-Signaling Systems, of which the following is aspecification, reference being had therein to the 4accompanyingdrawings.

My invention relates to signal systems, and is especially adaptedand'designed for use on electric railways; and its particular object isl block-sections B and B', &c.,

the utilization of electric current used for the propulsion of trains tocontrol the operation of the danger signal or signals, thesemaphorecircuits being controlled by Vmeans of differential relays.

The foregoing and other features of'my invention will now be describedin connection with the accompanying drawings, forming a lpart of thisspecication, in which Ihave represented the system embodying myimprovements in their preferred forms, after which I shall point outmore particularly in the claims those features which I believe to benew. and of my own invention.

. Figure 1 represents a diagrammatical sketch of two blocks of astandard railroad with their wiring-diagrams, showing in circuit thesemaphores (one set at danger and the other clear) and the differentialrelays D D' for operating semaphores S S' by controlling theirrespective circuits. Fig. 2 represents a modification ofl my systemillustrated by Fig. 1.

Like letters and numbers represent the same parts in both blocks, usingthe prime numbers for the danger-block.

The tracks are representedby a continuous rail R, which is connecteddirect to the source of power P, and by a rail made up of insulatedinsulated from each other at I and I', &c., respectively. Theresistances 16 and 16 are shown electrically connected between thecontinuous rail R and the blocks B and B', respectively, and are soconnected to offset the equal ratios of the coils in relays D and D'.The resistance 16 in the differential-relay circuit controls theoperation 0f the semaphore-circuit by magnetizing the core Dy'becausecoil .10 predominates. When short-circuited, the coils 9 and 10neutralize each other, and thereby ldemagnetize the core D, allowing thesemaphore togo to danger by gravity. The semaphores S and S', &c., areany well-known type controlled by solenoid-magnets or any otherpreferred type. .The differential vrelays D and D'consist of two or morecoils of equal ratio wound in opposite directions upon a single corehaving at one end-a swinging armature 3 and at the other swingingarmature 4:, held by springs 'and 6, respectively. Coils 10 and 9 arenormally energized, the former by current flowing direct to the rail R,the latter-by current flowing through resistance 16. Coil 10 thereforepredominates and magnetizes the core I) strongly enough to hold downarmature 1, but not armature.v 3. The action of either coil alone uponcore D energizes it suciently to cause itto'attract 3, thereby breakingthe semaphore-circuit at 13, allowing it to go to "danger. Armature 3 isto serve only as a precautionary measure in the event of an emergency,(such as open connection in circuits 9 or 10,)-whereby energizing thecore D overcomes the tension ofspring 5, which opens thesemaphore-circuit 13, allowing the .signal to go to dangen Following outthe circuits, C is connected to source of power and is opposite to R,branching out at 8 through magnets 9 and 10, wound upon the core formingthe differential relay D. The other side of magnet 9 is electricallyconnected to block B and resistance 16 land terminating at continuousrail R, while the other end of magnet 10 is electrically connecteddirect to the continuous rail R, the semaphore-circuit beginning atC,11, through armature 4, connection 12, armature 3, connection 13 tosemaphore-solenoid 14:, thence by connection 15 to rail R, therebyenergizing solenoid 14 and holding the signal at safety.

The mod/as operandi of the system is as follows: The normal condition ofthe system will show the road clean When a train enters a block, theresistance 16 is short-circuited. Rail B is connected direct to rail Rthrough the wheels and axles', thereby allowing current incoil 9 tobecome of eq ual strength with IOO that in coil 10. Coils 9 and l0therefore neutralize each other. Spring 6 retracts armature 4, therebybreaking the circuit through the two circuits to accomplish theprecautionary measure provided by my armature 3 of magnet D. In thismodification the three armatures of each of the three separate magnetsare connected in series with the semaphorecircuit.

I do not propose to limit the claims of the semaphore-circuits, as I donot claim any particular system whatever, whether it be single oroverlapping system or any other system known to the art; but I do wantto specifically limit myself to the controlling of each signal of eachblockby a differential relay or magnets fully described in the foregoingspecification for controlling of any semaphore-circuits which I mayhereafter adopt.

The resistances 16 and 16', &c., are shown diagrammatically between Rand B and R and B', &c., respectively; but I do not want to limit myselfto this detail of connection, because the resistance may be connected ineither circuit of the differential relay at any other point.

I show in the illustration that I mean to use the same source of powerthat is used for propulsion of cars; but I may employ local or primarybatteries, if desired.

Having described my invention, what I claim herein as new, and what Idesire to secure by Letters Patent, is-

1. In an electric block -signaling system where a differential relaycontrols the semaphore-circuit, means for utilizing the same source ofpower as for the propulsion of trains to control the operation of thesignals.

2. In an electric block-signal the combinastion of a block-sectionconsisting of a continuous rail and a rail divided into sections, thesections being insulated from each other and connected by resistance tothe continuous rail, asource of power, a differential relay, the coilsof which are normally energized; through one coil, the current flowsdirect to the continuous rail, while through the electrically-opposedcoil the current Hows through resistance to the continuous rail,substantially as set forth.

3. In an electric block-signal system the combination of a block-sectionconsisting of a continuous rail and a rail divided into sections, thesections being insulated from each other and connected by resistance tothe continuous rail, a source of power, a differential relay the coilsof which are normally energized; through one coil current flows directto the continuous rail, while through the electrically-opposed coil thecurrent flows through resistance to the continuous rail, actuating meansfor controlling the semaphore-circuit by neutralizing the action of thecoils of the differential relay by the presence of the car on thatblock, allowing the signal to go to danger by gravity.

4. In an electric block-signal system the combination of a block-sectionconsisting of a continuous rail and a rail divided into sections, thesections being insulated from each other and connected by resistance tothe continuous rail, a source of power, a differential relay, the coilsof which are normally energized; through one coil current flows directto the continuous rail, while through the electrically-opposcd coil thecurrent flows through resistance to the continuous rail, actuating meansfor controlling the semaphore-circuit by neutralizing the action of thecoils of the differential magnet by short-circuiting the resistancebetween the rails, allowing the signal to go to danger by gravity.

5. In an electric block system the combination of a block-section,consisting of a continuous rail and a rail divid ed into sections, thesections being insulated from each other and connected by resistance tothe continuous rail, a source of power, a differential relay, the coilsof which are normally energized, through one coil current iiows directto the continuous rail, while through the electrically-opposed coil thecurrent flows through resistance to the continuous rail, actuating meansfor controlling the semaphore-circuit when an open connection appears inthe circuit of either coil of the differential relay.

This specification signed and witnessed this 24th day of August, A. D.1904.

WILLIAM llllCllEAIi lilUltlllY.

In presence of-'- CHAs. R. PRATT, G. H. OLIVER.

IOO

